Apparatus for creating electric space charges in combustion engines



Oct. 16, 1956 L. H. SMITH 2,766,582

APPARATUS FOR CREATING ELECTRIC SPACE CHARGES IN COMBUSTION ENGINESFiled Oct. 6, 1951 2 Sheets-Sheet 1 /&

29 IN V EN TOR.

Oct. 16. 1956 L. H. SMITH 2,755,582

APPARATUS FOR CREATING ELECTRIC SPACE CHARGES IN COMBUSTION ENGINESFiled Oct. 6, 1951 2 Sheets-Sheet 2 av PASS mule- GOI/fF/VOR UnitedStates Patent Office APPARATUS FOR CREATING ELECTRIC SPACE CHARGES INCOMBUSTION ENGINES Lester H. Smith, Short Hills, N. J. ApplicationOctober 6, 1951, Serial No. 250,147 15 Claims. (Cl. 6039.01)

This invention is concerned with an apparatus for producing electricspace charges or ionization in gases in the combustion chambers ofreciprocating piston type or turbine type combustion engines. The objectof creating such electric space charges is to improve the combustionprocess and increase the emciency of the engine expansion cycle.

The production of electric space charges in combustible fuel and airmixtures may be accomplished by electrically charging a dielectric typeliquid fuel previous to jet spraying from an engine carburetor nozzle orfrom a spray nozzle in the combustion chamber proper. The electricallycharged liquid fuel spray is subsequently evaporated in space.

This application is a continuation in part of my applications No.481,767, filed April 3, 1943, and now abandoned, and No. 34,300, filedJune 21, 1948. Patent No. 2,583,898 issued January 29, 1952, relating tovapor phase chemical reaction processes involving electric spacecharges.

In Patent No. 2,583,898 an arrangement of electrical charging electrodeswas disclosed for charging films of dielectric type liquids to onepolarity. In this application the charging was followed by flashvaporization of the charged liquid to form ionized vapor for reactionpurposes.

The liquid film charging electrodes mentioned above may consist of twoconcentric cylindrical metal electrodes with a close clearance betweenthem. One electrode surface is coated with a thin layer of ceramic orother suitable insulating material. The electrode surfaces are arrangedso that one may be rotated relative to the other. When a dielectricliquid film is passed between the electrodes between which aunidirectional potential difference is impressed, the liquid film, it ismaintained, will become electrically charged to the same polarity as theuncoated electrode surface. Due to the relative motion of the electrodesand the agitation of the liquid film, the electric displacement chargesat the surface of the liquid film which is in contact with the uncoatedelectrode are continually displaced into the body of the liquid film.

This method of electrically charging dielectric type liquids to onepolarity is one of several disclosed in my Patent No. 2,583,898. Inconnection with the present use in internal combustion engines, it isthe preferred method, although not the only possible method, forelectrically charging said dielectric type liquid fuels.

Theoretically there are a number of possible effects which may resultfrom the use of electrically charged liquid fuels in combustion engines.An electrically charged liquid fuel which is sprayed in a manner whichretains the electric charges in the liquid and is vaporized in spaceproduces ionized fuel vapor. Liquid fuels including light hydrocarbonssuch as butane or propane, gasoline type fuels and diesel oils may beused. Ionized vapor from any of these liquid fuels will have a catalyticeffect on the combustion process. For any given temperature, such acatalytic effect probably would consist of 2,766,582 Patented Oct. 16,1956 an increase in the combustion process speed, an increase indissociation of fuel vapor and combustion products in the initial hightemperature high pressure phase of the combustion process, and anincrease in cylinder pressure at certain points in the expansion cycle.The increase in cylinder pressure is due to both the said increase indissociation of gaseous compounds followed by recombination and to anelectrostatic pressure effect due to mutual repulsion of ionized gasmolecules of the same polarity. Ionized gas molecules of the samepolarity repel each other and this repulsion is evaluated in accordancewith the laws of statistical mechanics since the ionized molecules arein motion. Said electrostatic pressure effect is also dependent upon thetemperature since the frequency of molecular motion is proportional tothe temperature. In effect, the electrostatic mutual repulsion ofionized molecules is equivalent to a partial pressure which is additiveto the total cylinder pressure. Since this electrostatic partialpressure is proportional to the temperature, it follows that externalwork due to expansion of the gas is contributed to by the saidelectrostatic partial pressure and the drop in temperature during theexpansion cycle is greater in consequence.

Further in regard to dissociation of gaseous compounds, it is to beexpected that any such dissociation occurring during the hightemperature, high pressure phase of the combustion cycle lowers the peaktemperature due to heat absorption and is followed subsequently byrecombination and heat release. A decrease in peak temperature probablymeans less heat discarded to the cylinder wall coolant.

It is well known that a certain amount of dissociation takes placeduring the initial high temperature phase of combustion in ordinaryinternal combustion engines. This lowers the temperature and cylinderpressure below what it might otherwise be theoretically. The flamepropagation in the combustible mixture is accompanied by ionization andconsiderable mobility of ions. The positive and negative ions are inequilibrium with each other and recombine during the gas expansion andtemperature drop in the cylinder combustion chamber. This recombinationof ordinary dissociation products tends to raise the temperature andpressure above what it would otherwise be at this phase.

When an electrically charged dielectric fuel is introduced into anengine combustion chamber, fuel vapor ionized to one polarity isproduced. These electric ionization charges initially on the moleculesof fuel vapor, promote additional dissociation followed later byrecombination which in itself raises cylinder pressure. In addition,there is produced the electrostatic partial pressure previouslymentioned. in order to conserve this electrostatic partial pressure andderive mechanical work from it, it must be in electrostatic equilibriumwith the combustion chamber and cylinder walls. This may be accomplishedby using a ceramic insulation coating on these surfaces which allows acharge to build up on the surface which repels similarly charged gasions. Another method is to use combustion chamber and cylinder wallswhich are conducting and are maintained at an electrical potential whichrepels these gas ions. Both methods are illustrated in the drawings.

An object of this invention is to provide apparatus for electricallycharging liquid fuels and producing electric space charges in all typesof combustion engines.

A further object of this invention is to increase the efliciency ofcombustion engines and enable them to operate satisfactorily with lowergrade fuels, particularly regarding octane rating of said fuels.

Another object of this invention is to increase the potential energy ofvarious dielectric type liquid fuels for use in aircraft withoutincreasing their weight.

A still further object of this in endon is to increase the thrustderived from the exhaust of turbine type and simple jet type engines bymeans of an electrostatic repulsion between electrically charged exhaustgases and the engine discharge throat and other parts.

Other objects of this invention will be apparent from the drawings andthe following description of the features of the invention and in theprovision of apparatus for accomplishing the foregoing objects.

Referring to the drawings; 7

Figure .1 illustrates a preferred arrangement for producing electricspace charges in a reciprocating piston type internal combustion engineusing a fuel injector.

Figure 2 shows an enlarged view of the fuel injector in the engine of.Fig. 1.

Figure .3 shows-an equivalent method of fuel carburetion for producingelectric, space charges in aninternal combustion engine including thetype of. engine shown in Fig. 1.

Figure 4'illustrates a preferred apparatus andrmethod for producing:electric space charges in a combustionturbine type engine.

Figure 5 shows an enlarged sectional view of the guide vanesand rotorblades in the turbine of Fig. 4 including ceramic insulating coating onthe surface of said vanes and blades.

Figure dshows a theoretical storage vessel for electrically chargedliquid fuels and a jet type burner capable of being disconnected fromground, and the equivalent electrical circuit for the same.

With further reference to Fig. 1, it illustrates a conventionalsemi-diesel, '4 cycle engine combustion chamber and cylinder head "andincluding the upper portion of the cylinde r block. Cylinder head 1 isattached to thetop of cylinder block 2. Exhaust port 3 is provided witha conventional tappet valve -3 including the usual guide sleeve 5,spring 6, rocker arm 7 and push rod 8, actuated by a cam shaft" notshown. Exhaust port 3 connects to exhaust manifold 9. An air intakevalve also is required but is not shown since it is not in the sectionalview illustrated. The intake port and valve construction is similar inarrangement to the exhaust port 3 and valve 4 and is connected to intakemanifold 10. Item 11 is a spark plug of usual construction connected toa conventional ignition system. Item 12, shown enlarged in Fig. 2 is aconventional injectorof the fuel pressure actuated type. item 13 is a.piston provided with rings 14, Wrist pin 15 and fitted into cylinder 16.Connecting rod 17 cormects wrist pin 15 and the usual crank arm not.shown. Piston 13 is provided with a ceramic insulation liner 1%)covering the top surface. Injector. 12 is held in place by a.yoke 19 andstuds not-shown but tapped into cylinder head 1. Injector 12;furthermoreg has' a fuel spray port 2%, spindle 21 with a tapered pointfitting the tapered seat as at the upper end ofs'pray port2tl'. Injectorspindle 21 is provided with multiple colla'r's 2,2, closely fitting theinternal bore of injector 12; Pressure of the liquid fuel suppliedthrough tube 23 during the injection phase against the spindle. colhrs22 moves the spindle upward against spring 24 and allows liquidfu'el topass from tube 23 through the small passage 25 in. injector body 12through the spray port 26 into the combustion chamber. Leakage past thecollars'22 is returned to a low pressure section of the fuel systemthrough connection 26 in the injector '12.

The arrangement shown in Fig. 1 also includes electrical chargingelectrodes for charging a dielectric typeliquid fuel before said fuel isfed to injector 12. A stationary outer electrode 27 in the. form of ahousing with a cylindrical cavity 28. is provided with a liner 29 whichcompletely covers all interior surfaces including fuel inlet 31 andoutlet 32. Liner 29 is of a material. with good electrical insulatingqualities as well as resistance to hydrocarbo'n solvents such as aphenolic resin. An internal electrode 33 in thefor'rn of a cylinderabout 4 inches in diameter and inside of liner 2? is rotated by shaft 34and source 35 of rotary power of about 200 R. P. M. A plastic insulatingbushing and bearing 30 such as Furan resin, encloses shaft 34. 'l'hestationary outer electrode 27 and internal electrode 33 are insulatedfrom ground. A preferred construction for use with diesel oils orgasoline would consist of a plastic liner 29 of 0.010 inch thickness anda clearance between liner 29 and electrode 33 of approximately inchforming the liquid fit .passage be"- tween internal charging electrode33 and coated outer electrode 27. The surface area of electrode 33should be approximately 30 sq. in. Potential source as may be about 400voltsdirect current; Potential source 3'7 of about 200 volts directcurrent is used to provide the proper potential of liquid fuel passagesand certain combustion chamber surfaces relative to the liquid fuelcharging electrodes 2'7 and 33 so that electric charges in the fuel in aliquid state and in thevapor state, as a space charge in the combustionchamber, are repelled from engine surfaces. A. metal rod collectingelectrode 38 mounted in the exhaust main-1 fold. is connected throughceramic insulating bushing 3? to potential source 4% of 480 volts directcurrent.. Elec tric chargesin the exhaust gases are attracted toelectrode 33 and are returned through the electrical circuit shown toliquid film charging electrode 33. Clearance over the piston may be suchthat a compression ratio of 6.5 to l is obtained. Tube 41 is connectedto a conventional fuel injectionpump developing sufficient pressure forfuel. injection and which is linked to the crank shaft, properly timed,and controls the amountof liquid fuel pumped an tomatically, all ofwhich is common practice in fuel sysrtems-of this type.

Operation of the engine shown partially in Fig. 1 would be as follows;Functioning of the air intake and exhaust valves and ignition systemneeds no explanation since these items are conventional and operate thesame in any 4 cycle engine. Diesel oil fuel from the fuel pump duringthe. injection phase is pumped through tube 41 into the liquid filmcharging device composed of electrodes 27 and 33. Entering through inlet31 the oil passes as a thin'film between cylinder. electrode 33 and theinsulation coating on outer electrode 27. At the same. time cylinderelectrode 33 is rotated at 200 R. P. M. The pias tic. coating 29' onelectrode 27 and. the fuel oil film are equivalent to-two dielectriclayers in series between electrodes 27 and 33. Due to the relativemotion of electrode 33 and the coated surface of electrode 27 and theflow of the fluid and the unidirectional potential difference 36 betweenthese electrodes, displacement electric charges originating fromelectrode 33 are distributed throughout the fuel. oil film. Theseelectric charges are retained in the oil asit passes out of the chargingdevice through outlet32 'and through tube 23 to injector 12. Since tube23 and the engine cylinder head 1 and cylinder block 2 are grounded andare at a potential of 209 volts positive relative to internal electrode.33 due to potential source 37, it is obvious that if the fuel oil filmcontains positive electric displacement charges originating frominternal electrode 33',- said electric displacement charges would berepelled from the tube 23 and cylinder head 1 and block 2 ."This' tendsto retain the charges in the oil as it'travels to the SPIfflYpOI'CiZQ.The condenser 42 of about 1 mfd. promotes the flow of electric chargesin the oil stream. Item 43 i'san insulating and driving coupling.

As described previously, the spindle point 21 raises 0d the seat 44during the injection phase and electrically charged fuel oil is sprayedthrough port 2? into the combustion. chamber. The charged oil spray isvaporized in the combustion chamber, mixed with air due to turbulenceand the dispersing tendency of the charged fuel vapor and ignited by thesparking of plug 11. As previously men tioned,. an electric space chargeis produced in the gases in the combustion chamber as wellas ionizationandv increased dissociation of the fuel vapor and combustion greasesproducts. For any given fuel, it is to be expected that the combustionspeed would be increased, however, increased dissociation means agreater absorption of heat during the initial phase of combustion. Theoverall result would be that equivalent performance could be obtainedwith a lower grade of fuel and also at a lower cornbustion temperature.In order to derive maximum benefit from the electric space charge in thecombustion chamber of Fig. 1, it may be desirable to have some furthercontrol of the duration of said space charge. It is possible toestablish the space charge by evaporation of the electrically chargedliquid fuel spray and by means of an electrostatic field gradient tocause a drift of the space charge toward one wall of the combustionchamber. The top surface of the piston 13 should be maintained at acontrolled electrical potential the same as other combustion chambersurfaces. One method of maintaining the top surface of piston 13 at anelectrical potential which repels the space charge is by the use of aceramic insulation layer 18. .The exposed surface of layer 18 tends toaccumulate a static charge at a potential level slightly higher thanother combustion chamber surfaces. This difference in potential level ofthe combustion chamber surfaces does tend to cause a drift of the spacecharge and to control its duration. Whether or not a space charge driftis desirable depends upon whether cyclic operation is involved as inFig. 1 and many other factors including combustion speed, the desiredcatalytic effect on the combustion process and the degree to which theliquid fuel is electrically charged. Where the electrostatic pressureeffect is the prime consideration, obviously all combustion chambersurfaces should be at an equal potential. In that event, either theinsulation layer 18 would be omitted or all the combustion chambersurfaces should be coated with ceramic insulation. In a reciprocatingpiston type engine such as in Fig. 1 the use of a ceramic coating on allcombustion chamber surfaces would present both mechanical and heattransfer problems.

With further reference to Fig. 1, a static charge of about 0.02 coulombsper cubic centimeter of fuel oil is preferred in conjunction with theuse of insulation layer 18. Layer 18 may be mullite porcelain materialcemented and anchored into the recess in the top of piston 13. Item 45is a biasing resistance of 2000 ohms. After the expansion of thecombustion gases in the engine of Fig. 1, during which the piston 13travels downward in cylinder 16, the exhaust valve 4 opens and the gasesescape through the exhaust valve 4, port 3 and manifold 9. Residualelectric charges in these gases are attracted to electrode 38.

In Figure 1 the complete circuit followed by the electric currentrepresented by the electric displacement charges in the liquid fuel andthe resulting electric space charges in the gas phase during thecombustion and exhaust processes consists of the following elements:Starting from the internal electrode 33, the liquid fuel stream passingas a film between electrode 33 and the fixed insulating lining on outerelectrode 27, said fuel stream continuing in liquid state through tube23 and the fuel injector 12, mechanically conveys the electricdisplacement charges originating at electrode 33. In the combustionchamber, represented by cylinder head 1 and piston 14, the combustiongas is a circuit element and the electric charges in the form of gasions, to a limited extent impinge on cylinder head 1, with the remainderof said ions being attracted to electrode 38 in the exhaust manifold.Current flows from cylinder head 1 through biasing resistance -25 whereit is joined by current from electrode 38 due to gas ions collectedthereon flowing through potential source 40, the sum of the two currentsflows through potential source 37 to electrode 33, completing thecircuit.

Figure 3 illustrates an alternative arrangement for car'- buretion of anelectrically charged liquid fuel which might be used in place of theinjector shown in Fig. 1. In Fig. 3 the tube 23 conveys liquid fuel suchas gasoline, for

example, from a liquid film charging arrangement shown partially andsimilar to stationary outer electrode 27 and internal electrode 33 inFig. i. A fuel storage chamber 46 includes a float 47 and inlet valve 48and air inlet 49. Spray nozzle 50 is located approximately at the pointof restriction of a venturi throat 51. A throttle butterfly valve 52 isalso provided in the fuel vapor line 53 leading to intake manifold 10.An internal liner 54 such as phenolic resin is provided on the inside offuel vapor line 53 and manifold 10 as shown. The electrical insulationliner 54 tends to minimize dissipation of electric charges in fuel vaporand static sparking since it builds up a surface charge which repels thecharged vapor. Electrical potential differences used may be the same asin Fig. 1 and are designed to repel electric space charges in fuel vaporfrom conducting engine surfaces. Other features of construction of anengine using the fuel carburetion arrangement of Fig. 3 would be thesame as in Fig. 1. Compression ratio would be comparable to gasolineengine practice, for example 6.5 to 1.

Figure 4 illustrates a combustion turbine engine including fuel burnerand arrangement for electrically charging, storing and burning adielectric type liquid fuel. The usual turbine type combustion aircompressor is not shown. In Fig. 4, item 55 is the housing of thecombustion turbine including entrance and exit passages to the turbineproper. Combustion air from the compressor supplied through duct 56passes through the fuel burner 57 where gaseous combustion productscontinue through turbine inlet duct 58, through the inlet guide vanes 59and rotor blades 60 and out through the exhaust duct 61. The design ofthe seven rows of guide vanes attached to casing 55 and six rows ofrotor blades attached to rotor 62 follows conventional practice exceptthat a nd inch coating of enamel type ceramic electrical insulation isused, item 63 on the vanes and item 64 on the blades including adjacentturbine housing and rotor surfaces, as shown in enlarged sectional viewin Fig. 5. Conventional seals would be used between the rotor 62 andshaft and the turbine casing at each end but are not shown in detail.Shaft support bearings are provided in pedestals 65 and 65. For controlpurposes, the governor 67, linked to rotor 62 and shaft, regulates aby-pass valve 68 and fuel to burner regulating valve 69. Connectionsbetween the governor and these valves are represented by a single linewhich represents a hydraulic linkage. Suitable external heat insulationwould also be used on the burner housing, ducts and turbine but is notshown for simplification reasons.

Item 81 in Fig. 4 is the stationary outer electrode of a liquid filmcharging device similar to that shown in Fig. 1. Electrode 81 isprovided with an internal insulation liner 83 covering all wettedsurfaces similar to that in Fig. 1. Inside of stationary outer electrode81 and liner 83, which are in the form of a cylindrical casing having alarger diameter section at one end, is an inner rotary electrode 88.Electrode 88 is rotated by shaft 34 connected to a source 35 of rotarypower of about 200 R. P. M. Item 30 is an insulating bushing and bearingaround shaft 34. Metal electrode 81 and internal electrode 88 areinsulated from ground. Item 43 is an insulating coupling. Item 98 is abiasing resistance of 500 ohms. Rotary electrode 88 is provided with anopen type pump impeller 76 at one end of the cylinder. Furthermore, aplastic insulation lined storage vessel 71 for storing electricallycharged fuel oil is provided. As shown, the plastic liner 83 iscontinuous throughout the film charger, the discharge line 86, oil inletconnection 31 and circulation return line 72. The external metal shellof storage vessel 71 and of the connecting lines to film chargerelectrode 81, and of oil inlet line 31 and of line 73 to the burner upto the insulating flanges shown are all connected to electrode 81 v andare insulated from ground. Direct current electrical potential 90 is 600volts, potential 91 is 400 volts D. C. and potential 94 is 800 volts D.C. Condenser 96 is 2 mfd. capacity. Insulation liner 83 may be 0.010inch tn'ieknessandathe elearanee between liner 83 and else trode=88-r'nay be approximately inch.. Electrode- 88".

'83 and due to the potential 90, electric displacement charges pass fromthe surface of electrode 88 into the oil film; Due to the pumpingaction'of impeller 76, the electrically charged-oil travels throughtube. 86 .to storageta'nk 71 and partially recirculates' to the filmcharger through tube-72. Electrically charged fuel oil requiredlay-burner 57 is: forced through regulating valve 69 and spray nozzle 74by the oil supply pressure entering through tube 41'. Static ordisplacement charge in the fuel oil due to the said film chargingprocess. would be approximately 0.05 coulomb per cubic centimeter of #3fuel oil, for example. Tube 73 conveys electrically charged fuel oil.such as. commercial. #3 or #5 grade through regulating valve 69 to theburner 57. Burner 57 may be a conventional nozzle type atomizing burnerwith a spray nozzle 74 and air mixing vanes 75. Surrounding the. burnerand immediately in front of itis a refractory lined stainless steel tube70 whichprotects the duct 58 from flame. impingement. The refractorylining 77 may be of fused mullite bricks having both heat insulating andelectrical insulating qualities. Alloy tube 70 is supported around theperiphery by refractory blocks 78 which allow passage of some airoutside of burner tube 76 for cooling purposes. Refractory blocks 7 8may be electrical insulators of the same material as lining 77 so thatburner tube 7%) is-electrically insulated from ground. In this case tube70 and refractory ring 77 will accumulate a surface electric chargewhich tends to repel electric charges in fuel vapor and combustionproducts. A partial liner 79 of the same material as liner 77 may beused at gas impingement points to conserve the gas space charge.

Electrically charged gaseous combustion products travel from the burner57 through the duct 58 and into the turbine proper, being deflected bythe guide vanes 59 against the. rotor blades 6%. As in the reciprocatingpiston engine illustrated in Fig. l, the ionized fuel vapor produced bythe. electrically charged fuel oil .spray from nozzle 74 has acatalytic. effect on the combustion process. enabling a. closer approachto the optimumamount of excess. air from an'overall efficiencystandpoint. Due to a resulting increase in dissociation during the hightemperature combustion phase, followed by recombination duringexpansion. and temperature drop, thepeak temperature for agiyenpressure.and.combustion rate is. decreased- In addition, the totalpressure of combustionv gaseous products is. increased, due to thepreviously mentioned electrostatic pressure effect, i.- e.. mutualrepulsion of velectrically charged gas molecules of the same polarity.Geramic insulation linings or coatings such as lining 79 Man-impingementpoint in ductt58 and coatings63 and 64 on the turbine guide vanes 59 androtor blades 60 and interblade rotor and housing surfaces repelelectrically charged gases due to accumulation of surfaces charges. Thisrepulsion in the case of the rotor blades, sincethe additional. gaspressure due to the electrostatic pressure effect acts upon these bladesurfaces, increases the turbine output. Since-the combustion gasincluding electrically charged gas molecules sweeps across the statorblade and. rotor blade surfaces, the ceramic insulation coating andelectric surface charges on these surfaces tends tov minimize the.dissipation of electric space charges inthe gas; Where the combustiongas'and electrically charged molecules pass between opposite. statorblade and rotorblade. surfaces each with a ceramic insulation coatingandelectric. surface charge, on that coatingasv shown imFig; 5, thefepulsionbetween electrically chargedgas.

molecules and electric surface charges of; the same-polarity is-more'apparent. Insulation coatings 63 and 64 are'also corrosion resistant.Residual electric charges in the turbineexhaust gases are attracted toelectrode 92 and are returned as an electric current to electrode 88through the connection shown. Item 39 is an insulating bushing.Condenser 96 promotes the. flow of current in the fuel oil stream.Output of the turbine is transmitted from shaft coupling flanges 3t? and82 to other equipment such. as electrical generation equipmentnot shown.

Obviously, the process which has been illustrated in Fig.1 and relatingto a-four cycle engineis equally applicable to .twocycle engines.Furthermore, in Fig. l, with proper compression'ratios the spark plugcould *be omitted as in conventional. diesel engines. Such compressionratios would be the same as are used inpresent" c n mercial dieselengines.

In order to weigh the. advantages of electricv space. charges ininternal combustion engines of .all types the followingshouldbe'considered- In addition to variations in performance due to anelectrically charged liquid fuel, any economic considerations which maybe involved thru the use of lower grade fuels should be;

evaluated. The amount. of electrical energy which is stored in theliquid fuel in the. form of displacement electric charges must bebalancedagainst any improvement in performance of the engine. At thesame time, if this improvement in performance were no more than equal tothe amount of electrical energy storedin-the liquid fuel, the fact. thatsaid liquid fuel would not be ap. preciably changed in weight or volumeis of interest. It is contemplated that electrically charged dielectricliquids would be stored preferably in insulation coated'tanks. Suchtanks can'be metal shielded so that electrostatic forces-acting on theexterior of the tank are small. The metal shell of a tank coatedcompletely with insulation on the interior wetted surface can be used asan electrostatic shield and maintained at approximately neutralpotential. This is significant in connection with aircraft fuels and thepotential energy of said fuels for a given weight. The electrical energywhich is stored in the dielectric liquid fuel. as electric displacementcharges by means of film charging, may be stored on the ground by powersources remaining. on the ground.

Figure'6 shows diagrammatically a liquid fuel recirculation and storagesystem similar to that of Fig. 4- for handling electrically chargeddielectric type liquids. Furthermore the system is capable of beingdisconnected from ground and of. maintaining exterior surfaces of thestorage system '-at any desired electrical potential. In Fig. 6,itemltllis the wetted film charging electrode and 102 .is the insulationcoated film charging electrode having an insulation coating 1&3. Item104 is an electrically charged liquid storage vessel which is coated in:ternally with a plastic or ceramic insulation layer 105. A liquidfuelstream which may be electrically charged or uncharged from a source ofsupply passes through the. tube 166 and between the film chargingelectrodes 101 and 102 and into the insulation coated storage vessel104. Item 107 is the film charging unidirectional potential. When theliquid volume in storage vessel 104 is originally charged the negativeside of potential 107 is connected to ground through switch 168. Smallcrosses representing the positive charges and arrows show the fiow ofcurrent during an electrical charging of the stored liquid fuel and flowof positive charges in the fuel stream to combustion chamber 113 anddischarge of same in an exhaust jet. With the switch 198 open and theentire system. disconnected from. ground, as would be the case in airflight, the film charging electrodes are operated at a reduced ratemerely to return leakage current through the storage vessel insulationlining to the interior of the liquid in vessel 194. In order to do this,

the pump 109 circulates charged liquid 110 out of .vessel gre ses 104through the film charging electrodes 101 and 102 and back into vessel104. This prevents the potential of the outer shell of vessel 104 frombuilding up to an excessive potential relative to ground potential. Item111 is a connection for introducing inert gas into the outage space invessel 104.

This much of the electrically charged liquid storage system of Fig. 6which has been described thus far is applicable to any requirement forstorage of an electrically charged dielectric liquid for any purposewhatever, either connected permanently to ground or not. For purpose offurther illustration, the electrically charged liquid fuel is shownpiped through a pump 112 to a jet burner 113. Direct current potential114 in Fig. 6 maintains the fuel piping system at a suitable potentialto retain the electric displacement charge in the liquid as it passesthrough the piping system. Potential 115 maintains the shell of burner113 at a still higher potential of polarity such as to repel positivecharges in vaporized fuel and combustion gases. A refractory liner 116having also electrical insulating qualities as in Fig. 4 is providedinside the burner shell 113. As previously described in connection withFig. l and Fig. 4, due to the electric charges in the fuel, improvedcombustion results in the burner, a higher pressure is produced also dueto the electrostatic pressure effect, and furthermore, an increase inthrust of the jet burner is produced by the mutual electrostaticrepulsion between the charged exhaust gases and the burner exhaustthroat. The surface of refractory liner 116 builds up a surface chargeto a potential above the potential of burner shell 113, resulting inmaximum electrostatic repulsion to the charged exhaust gases. The fuelfeed piping may be insulation lined in entirety or partially as wasillustrated in Figures 1 and 4. Figure 6 shows schematically the flow ofliquid fuel and electric charges during the process of burning the fueland at the same time maintaining exterior parts of the system at acontrolled potential when disconnected from ground. With switch 108closed to ground, the stored liquid fuel could be charged originallywith the arrangement shown, or liquid fuel charged in other equipmentcould be introduced into storage vessel 104 through tube 106. Item 117is an insulating bushing. Air for combustion enters the burner throughconnection 118. Item 119 is an insulating tubing coupling.

In the several forms of apparatus shown in the drawings it should beunderstood that either positively or negatively ionized gas can beobtained by proper arrangement of the polarities of the potentialsources shown.

Furthermore, it is contemplated that film charging of dielectric liquidfuels to a degree approximating that specified in connection withFigures 1 and 4 and the transfer of said liquid fuels through insulationlined tubing or metallic tubing followed by spraying and evaporation ofelectrically charged spray in a metallic combustion chamber may also beused without the biasing potentials shown in Figures 1 and 4. In thiscase, the leakage of electrical charges from the liquid fuel duringtransfer to the combustion chamber and the time of dissipation of theelectric space charge in the combustion chamber resulting, would stillprovide certain desirable catalytic effects on the combustion processsuch as those previously mentioned. For example, along with the omissionof biasing potentials 37 and 40, in Figure l and 91 and 94 in Figure 4,and likewise the condensers 42 and 96 and bias resistances 45 and 98would be omitted and one of the film charging electrodes as well as allother metallic engine surfaces would be at ground potential. Likewise,it is contemplated that the liquid fuel carburetion arrangement shown inFig. 3 can be utilized to obtain limited catalytic effects in thecombustion chamber and at the same time omitting the biasing potentials37 and 40, condenser 42 and resistance 45, the omission of which wasmentioned as an alternative in connection with Figure 1.

In the claims which follow, I have used the expression-combustionengine, to describe a field of application of the electric space chargemethods described herein. It should be understood that reference is madeto combustion engines of the variable combustion chamber volume typesuch as reciprocating piston engines and also the combustion turbinetype and jet type engines.

This invention has been illustrated only in a general preferred formthroughout and it should be understood that it is capable of many andvaried modifications without departing from its purpose and scope and Itherefore believe myself to be entitled to make and use any and all ofthese modifications such as suggest themselves to those skilled in theart to which the invention is directed, provided that such modificationsfall fairly within the purpose and scope of the hereinafter appendedclaims.

What is claimed is:

1. An electric space charge device for use with combustion enginescomprising a liquid film charging electrode passage having oneconducting electrode wall and an opposite electrode wall which is coatedwith a fixed layer of insulating material; means for passing adielectric type liquid fuel through said liquid film charging electrodepassage; means for impressing a unidirectional electric potentialdifference between said electrode walls of said liquid film passagesutficient to produce a displacement type charging current .in saidliquid fuel; means for forming a jet spray in space of said liquid fueland means for introducing said liquid fuel spray into said enginecom-bustion chamber, said liquid fuel spray being electrically chargeddue to said displacement charging current in said liquid fuel in saidliquid film charging electrode passage; means for gasifying saidelectrically charged liquid fuel spray in said engine combustion chamberto form one polarity ionized fuel gas; means for mixing said onepolarity ionized fuel gas with air and igniting and burning thecombustible mixture; means for expanding combustion products in saidengine to produce mechanical work.

2. An electric space charge device for use with combustion enginescomprising a liquid film charging electrode passage having oneconducting electrode wall and an opposite electrode wall which is coatedwith a fixed layer of insulating material; means for passing adielectric type liquid fuel through said liquid film charging electrodepassage; means for impressing a unidirectional electric potentialdifference between said electrode walls of said liquid film passagesufiicient to produce a displacement type charging current in saidliquid fuel; means for form- .ing a jet spray in space of said liquidfuel and means for introducing said liquid fuel spray into said enginecombustion chamber, said liquid fuel spray being electrically chargeddue to said displacement charging current in said liquid fuel in saidliquid film charging electrode passage; means for gasifying saidelectrically charged liquid fuel spray in said engine combustion chamberto form one polarity ionized fuel gas; means for maintaining (theinternal surfaces of said combustion chamber at such an electricalpotential relative to the electrical potentials of said liquid filmcharging electrodes as to repel said one polarity ionized gas; means formixing said one polarity ionized fuel gas with air and igniting andburning the combustible mixture; means for expanding combustion productsin said engine to produce mechanical work.

3. The electric space charge device of claim 2 having as an addedfeature a biasing resistance connected between said liquid film chargingelectrodes and said engine combustion chamber internal surfaces suchthat the electrical potential of said engine combustion chamber internalsurfaces is regulated by the potential drop across said biasingresistance resulting from leakage currents from electric space chargesdissipated in said engine combustion chamber in a return circuit to saidliquid film charging electrodes.

4. The electric space charge device of claim 1 having as an addedfeature a storage system for electrically charged dielectric liquidfuekassociated Wi-thJs'aid liquid filmrcharging-electrodeipassage,said..-storage.-.systembeing.

filnrcharging. electrode passage, said storage system being: internally.lined with a layer of fixed insulation and having the external metallicsurface. thereofmaintmned at a controlled electric potential.

6.,Tl1e: device of claim 1 further characterized by having meansforagitating said liquid; fuel insaidliquid film.

charging. electrode passage. 7

7. The ..de.viceof. claim 2.. further: characterized by having means foragitating said liquid fuel insaidliquid film charging electrode passage.

8.. The. electricspace charge device of claim 1 having assanaddedfeature means for maintaining opposite internal surfaces of said enginecombustion chamber at unequal electr'icpotentials such that the.potential gradient causesia drift. of. one polarity ionized gas acrosssaid engine: combustion chamber.

9. :Theelectric space charge device of claimtl having 3S. an addedfeature. a. ceramic insulation surface. in the engine combus ion-chamberwhich. accumulates a' surface electric, charge at a higher potentialthan. other metallic.

tricpotential difference sufiicientto produce a displace ment; typecharging'current in said liquid fuel;.means for accumulating; saidelectrically charged liquid fuel in a storage; vessellof conductingmaterial having the internal w'ettccI: surfaces'of-said vessel.coatediwitha fixed layer ofinsulating materialpmeansi for electricallyconnecting said storage vessel to said liquid fihncharging electrodes sothat the potential of said storage vessel due to leakagecurrent fromsaidsto'red electrically charged liquid fuel; is controlled.

11. The apparatus. of claim 10 having, as an added feature, meansifor,recirculating said electrically charged liquidfuel between said storage.vessel and said liquidfilm charging electrode passageso asto maintainsaid stored electrically charged liquid fuel. in a uniformly chargedstate.

12. Apparatus. for producing ionized gas of one polar.- ity in. anengine combustion chamber comprising meansfor formingia jet spray. inspace of: single polarity ClfiC? trically charged dielectric: type.liquid fuel and means for introducing saidliquid fuelssprayintosaidengine combustion chamber; vmeans for. gasifying said. electricallycharged liquid fuel spray in saidcen'gine combustion'chamr ber toformonepolarity ionized fuel gas; meansfor. mixing said one polarity ionizedfuelv gas with air and for. igniting and burning the combustiblemixture; means for expnndingtcombustion products in said engine toproduce mechanical Work.

13. The apparatus of claim l2'havin'g, as an added feature, means formaintaining the internal surfaces of said engine combustion chamber atsuch an'electrical potential relative to the average potential levelof'said electrically charged liquid fuel as by to repelsaid one polarityionized fuel gas.

14. The apparatus of claim 10 having, as an added fea ture, means foragitating said liquid-fuelin said liquid film charging electrodepassage.

15. The apparatus of claim 1-0 further charactcrized by having means foragitating said liquid fuel in said liquid film charging electrodepassage and means for recirculat-- ing said electrically charged'liquidfuel between said-storagevessel and said liquid'film charging electrodepassage soas to maintain said stored electrically charged liquid fuel ina unifo-rmlycharged state.

References (iited in the tile of this patent FOREIGN PATENTS 669,687Germany Jan. 2 19 39

